Hybrid vehicles

ABSTRACT

Hybrid vehicles having two or more power plants which can be operated independently or simultaneously and includes an electric motor as well as an internal combustion engine which may be selectively connected to drive the drive wheels of such vehicles either independently or simultaneously. When the internal combustion engine is used to drive a vehicle, the waste heat from such engine is utilized as a source of energy to generate electricity which electricity may be stored in suitable storage batteries and thereafter such batteries may be used to drive an electric motor.

This application is a division, of application Ser. No. 322,050, filed11/16/81, now U.S. Pat. No. 4,405,029, issued 9-20-83 which is acontinuation-in-part of Ser. No. 108,987, filed Jan. 2,1980, nowabandoned.

SUMMARY OF THE INVENTION

This invention relates generally to motor vehicles and is embodiedparticularly in a hybrid vehicle having multiple power plants which maybe driven independently or simultaneously. The vehicle includes anelectric motor which may be selectively connected through a powertransfer case to a drive shaft which in turn is connected to drivecertain of the wheels of the vehicle for use primarily in stop and gocity traffic when the speed of the vehicle seldom exceeds twenty milesper hour. The vehicle also includes an internal combustion engine whichmay be selectively connected to drive certain of the drive wheels of thevehicle and is used primarily for suburban and highway driving in whichthe speed of the vehicle exceeds approximately twenty miles per hour.When the internal combustion engine is being used to propel the vehicleand the electric motor is not in use, the waste heat from the internalcombustion engine is used to generate electrical energy. In a preferredembodiment, the waste heat from the internal combustion engine isdirected to a chamber into which water or other liquid is injected toform steam or a vapor and such steam or vapor is used to drive a turbinewhich in turn operates an electrical generating unit such as theelectric motor which is arranged in a power generating mode to generateelectrical energy. In another embodiment of the invention, the exhaustgases from the internal combustion engine are passed through an exhaustsystem which includes a series of photovoltaic devices, whereby theradiant energy from the hot exhaust gases may be utilized to generateelectrical energy. In both embodiments, a plurality of batteries areprovided which receive energy from the electrical generating units andstore sufficient energy to drive the electric motor for several hours,depending upon the size and rating of the motor, the driving conditions,and other units of the vehicle such as lights, radio, windshield wipersand the like.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic top plan view of the chassis of an automotivevehicle illustrating one application of the invention.

FIG. 2 is an enlarged sectional view of the power transfer case.

FIG. 3 is a schematic top plan view of an automobile chassisillustrating another embodiment of the invention.

FIG. 4 is a partial schematic top plan view of the chassis of anautomotive vehicle, utilizing another embodiment of the invention.

FIG. 5 is an enlarged top plan view of the invention of FIG. 4 withportions broken away for clarity.

FIG. 6 is a section taken along line 6--6 of FIG. 5.

FIG. 7 is a section taken along line 7--7 of FIG. 5.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

With particular reference to FIGS. 1 and 2, an automotive vehicle has aframe or chassis 9 which is connected to ground-engaging front wheels 10and rear wheels 11 by a conventional suspension system (not shown). Inthis embodiment the rear wheels 11 are the drive wheels of the vehicleand are connected to a conventional differential 12 which in turn isdriven by a drive shaft 13 connected to a conventional manual orautomatic transmission 14. The transmission 14 is connected to a mainpower shaft 15 located within a transfer case 16.

The main power shaft 15 may be driven selectively by an internalcombustion engine 17, an electric motor 18, or, if desired, may bedriven by both the internal combustion engine and the electric motorsimultaneously. In order to do this the internal combustion engine 17has an output shaft 19 on which a fly wheel 20 is mounted and suchoutput shaft drives a fluid coupling or torque converter 21 ofconventional construction. The fluid coupling is drivingly connected toan auxiliary power input shaft 22 which extends into the transfer case16 and has a first bevel gear 23 fixed thereon. A second bevel gear 24meshes with the first bevel gear 23 and such second bevel gear ismounted on one end of a shaft 25 which has a third bevel gear 26 mountedat the opposite end. The third bevel gear meshes with a combinationbevel and spur power gear 27 which is freely rotatably mounted on themain power shaft 15 by a bearing or bushing 28.

In order to drive the power gear 27, the main power shaft 15 is providedwith a splined section 29 on which a synchromesh assembly 30 is slidablymounted. The synchromesh assembly 30 has a plurality of teeth 31 on oneside which selectively engage cooperating recessed teeth 32 in the gear27 when the synchromesh assembly 30 is moved along the splined section29 by a shifting fork (not shown). When the teeth 31 and 32 are inmeshing engagement and the transmission 14 is in gear, power from theinternal combustion engine 17 is conveyed to the transmission 14 and thedrive shaft 13 to cause the rear wheels 12 to be rotated for propellingthe vehicle.

In order to drive the vehicle by means of the electric motor 18, therotor shaft of such electric motor is connected to an auxiliary powerinput shaft 35 which extends into the transfer case 16 and has a firstspur gear 36 fixed thereon. A splined shaft 37 is rotatably mountedwithin the transfer case 16 in spaced parallel relationship with theauxiliary power input shaft 35 and such splined shaft slidably receivesan idler gear 38 which meshes with the spur gear 36. The idler gear 38is moved axially of the splined shaft 37 by a conventional shifting fork(not shown).

With particular reference to FIG. 2, the idler gear 38 selectivelymeshes with a power spur gear 39 which is freely rotatably mounted onthe main power shaft 15 by a bearing or bushing 40. In order todrivingly connect the power spur gear 39 to the main power shaft 15, thesynchromesh assembly 30 is provided with outwardly extending teeth 41which selectively mesh with recessed teeth 42 in the power spur gear 39.It will be apparent that when the synchromesh assembly 30 is shifted sothat the teeth 41 engage and mesh with the teeth 42 of the power spurgear 39, the teeth 31 do not mesh with the teeth 32 of the main powergear 27 and therefore the main power gear 27 is free to rotate on thepower shaft 15.

In order to drive the vehicle by means of the internal combustion engine17 and the electric motor 18 simultaneously, the synchromesh assembly 30is shifted into engagement with the main power gear 27 and the idlergear 38 is shifted toward the rear of the vehicle so that the idler gearmeshes with the spur gear 36 and the main power gear 27. The internalcombustion engine and the electric motor can be operated simultaneouslybecause the fluid coupling or torque converter acts as a torquecompensator when the two power sources are operating at different speedsand torques and allow one power source to match the other.

The internal combustion engine 17 is provided with an exhaust manifold43 which communicates with a chamber 44 in such a manner that when theinternal combustion engine is operating, the waste heat and products ofcombustion are discharged therefrom. In a preferred embodiment of theinvention, the waste heat is directed into a chamber 44. A water tank orother liquid supply tank 45 having a filler cap 46 is mounted adjacentto the chamber 44 and such liquid supply tank is connected to thechamber by a fluid line 47 in which a pump 48 is located. Preferably thepump 48 is operated automatically in response to the temperature andpressure within the chamber 44 so that when the temperature within thechamber reaches a predetermined level, liquid from the tank 45 isinjected into the chamber 44 so that such liquid is converted to a vaporand in the case water is injected, to steam.

The vapor or steam is discharged from the chamber 44 into a vapor orsteam driven turbine 49 and such turbine drives a shaft 50 connected toone side of an overrunning clutch 51. The opposite side of the clutch isconnected to the rotor shaft of the electric motor 18 which is coupledto the auxiliary power input shaft 35. When water is used as the supplyliquid, the steam which has been used to drive the turbine 49 may bedischarged to the atmosphere through an exhaust pipe 52. However, it isbelieved that in most cases that the vapor, steam or liquid mist passingfrom the turbine 49 may be separated from the exhaust gases from theinternal combustion engine and condensed, recirculated and returned as aliquid to the supply tank 45 via a condensation system (not shown) whilethe exhaust gases are discharged to the atmosphere. Collection andrecirculation of the vapors passing from the turbine is necessary bothfrom cost and environmental considerations, especially when liquidsother than water, such as ammonias or alcohols or the like are used asthe primary or as a portion of the liquid supply. Further, recirculationwill reduce the necessity for constantly filling of replenishing theliquid supply.

During the turbine driven phase of operation, the electric motor 18 isarranged in a power generating mode so that the turbine drives theelectric motor and causes the motor to generate electrical energy whichis stored in one or more banks of batteries 53. The energy from thebatteries is used to drive the electric motor when the motor isconnected to drive the vehicle and may be used to power other equipmentof the vehicle which require electricity, such as head lights, taillights, turn signals, windshield wipers, radios and other accessories.

The internal combustion engine 17 includes an alternator 54 which isdriven by a belt 55 from the crankshaft of the internal combustionengine and the alternator additionally generates electrical energy whichis stored within the batteries 53. When the internal combustion engine17 and the electric motor 18 are connected through the transfer case 16to the drive shaft so that they are simultaneously providing drive powerto the vehicle, the electric motor is disconnected from the turbine bythe overrunning clutch 51 so that the electric motor no longer generateselectrical energy; however, the alternator 54 continues to supply energyto the batteries as the electric motor uses energy therefrom. Normallythe electric motor is used for stop and go urban driving in which speedsseldom exceed approximately twenty miles per hour and the internalcombustion engine 17 normally is used for suburban and highway drivingin which the speeds are normally above twenty miles per hour.

It is contemplated that the vehicle could be provided with an automaticchangeover device which automatically shifts from the electrical powersource to the internal combustion power source, depending upon the speedof the vehicle. Also, it is contemplated that in certain speed ranges,such as from fifteen to thirty miles per hour, both power sources may beenergized to propel the vehicle. Additionally, both power sources couldbe utilized under heavy load conditions. It is further contemplated thatthe transmission 14 of the vehicle could be moved to a neutral positionso that the power shaft 15 does not rotate the drive shaft 13 and theidler gear 38 may be shifted so that it engages the main power gear 27in which case the internal combustion engine 17 drives the electricmotor 18 when the motor is in the generating mode in which case theelectric motor may be used for driving exterior electrical equipmentsuch as resistance welders and the like.

With particular reference to FIGS. 4-7 of the drawings, anotherembodiment of the invention is disclosed wherein the radiant energy ofthe waste heat and exhaust gases passing from the discharge manifold 43of the internal combustion engine 17 is converted directly to electricalenergy. In this embodiment, an exhaust pipe 60 is connected to thedischarge manifold 43 and extends rearwardly toward the back of thevehicle chassis 9 and communicates with an exhaust chamber 61.

The exhaust chamber 61 includes a housing 62 having upper and lowerwalls 63 and 64, side walls 65 and 66 and front and end panels 67 and68. The upper and lower walls 63 and 64 are spaced from adjacentinterior wall plates 69 and 70, respectively, and therebetween createupper and lower air flow or cooling channels or passageways 71 and 72.The central portion of the housing 62 includes a baffle chamber 73having upper and lower generally parallel heat exchanging surfaces 74and 75 which are connected by a plurality of vertically disposed baffleplates 76. With particular reference to FIG. 5 of the drawings, thebaffle plates create a number of generally parallel flow channels 77therebetween so that the exhaust gases follow a serpentined flow paththrough the exhaust chamber between the exhaust pipe 60 and an exhaustdischarge pipe 78.

In order to utilize the radiant energy being dissipated by the exhaustgases as such gases pass through the exhaust chamber, a series ofphotovoltaic cells 80 are mounted adjacent the head exchange surfaces 74an 75 of the central portion of the housing 62. With particularreference to FIGS. 5 and 7, it should be noted that the photovoltaiccells 80 are arranged in generally parallel rows so as to besymmetrically oriented with respect to the exhaust flow channels 77. Thephotovoltaic cells convert the energy radiated from the exhaust gasesinto electricity and are electrically connected to the storage batteries53 and thereby supply a continuous charge of electrical current theretowhen the internal combustion engine is in operation. It should be notedthat during operation of the internal combustion engine the air flowcooling channels 71 and 72 will permit ambient air to dissipate heatadjacent the photovoltaic cells 80.

In use of this embodiment of the invention, a constant supply ofelectrical current is provided for charging the electricity storagebatteries 53 or for operating or supplementing the vehicle electricalpower source for generating current for head lights, tail lights, turnsignals, radio and other accessory equipment and motors. The electricalenergy stored in the batteries 53 may subsequently be used to power theelectric motor 18 which motor may be used with the single motive sourcefor the vehicle or may be used simultaneously with the internalcombustion engine as previously described with regard to the turbineassist embodiment of this invention.

With particular reference to FIG. 3, the internal combustion engine 17is mounted adjacent the forward portion of the frame 9 and such internalcombustion engine drives a transmission 56 which in turn drives thefront wheels 10 so that the vehicle essentially is a front wheel drive.The exhaust manifold 43 of the engine 17 may be connected to either ofthe electrical generating systems disclosed for converting waste heat orradiant energy to electrical energy. In FIG. 3, the exhaust manifold 43is connected to the chamber 44 for generating vapor or steam in the samemanner as previously described.

Additionally, the electric motor 18 is connected to the auxiliary powerinput shaft 22 of the transfer case so that the electric motor can beutilized to drive the main power shaft 15, drive shaft 13 and the rearwheels 11 so that the vehicle essentially is a rear wheel drive vehicleas long as the internal combustion engine 17 is not operating. Ofcourse, if both the internal combustion engine and the electric motorare being operated simultaneously, the vehicle becomes a four-wheeldrive vehicle as long as the speed of the front wheels is synchronizedwith the speed of the rear wheels. The turbine 49 is connected to theauxiliary power input shaft 35 of the transfer case 16 to drive the spurgear 36 and idler gear 38. When the electric motor is operating, theidler gear 38 meshes with the power spur gear 39; however, the gear 39does not engage the synchromesh assembly 30 and therefore such powerspur gear is free to rotate. When the electric motor is not operating,the idler gear 38 is shifted to mesh with the power gear 27 andsimultaneously the synchromesh assembly is shifted out of engagementwith the power gear 27 so that such power gear is freely rotatablymounted on the power shaft 15 and drives the electric motor through thegears in the transfer case so that the electric motor functions as agenerator.

I claim:
 1. A hybrid vehicle comprising a frame supported by groundengaging wheels, propelling means including a transmission and driveshaft for driving certain of said wheels, an electric motor mounted onsaid frame, means for selectively connecting said electric motor to saidpropelling means, said means for connecting said electric motor to saidpropelling means for the vehicle including a transfer case having apower shaft connected to said transmission, an internal combustionengine mounted on said frame, means for selectively connecting saidinternal combustion engine to said power shaft to selectively drive saidpropelling means, said transfer case further including bypass meansoperably connecting said internal combustion engine to drive saidelectric motor to generate electricity while simultaneouslydisconnecting said internal combustion engine and said electric motorfrom said propelling means, said internal combustion engine having anexhaust manifold for removing heated exhaust gases therefrom, chambermeans communicating with said exhaust manifold for receiving saidexhaust gases therefrom, at least one means for converting radiantenergy into electrical energy mounted within said chamber means forutilizing the energy of said heated exhaust gases within said chambermeans to generate electrical current, means for electrically connectingsaid means for converting radiant energy into electrical energy to atleast one storage battery for receiving and storing electrical energy,said chamber means including a housing having an exhaust gas inlet andoutlet, at least one baffle disposed within said housing and betweensaid inlet and outlet to create flow channels for diverting the exhaustgases flowing through said housing, and said means for convertingradiant energy into electrical energy being mounted adjacent to one ofsaid channels, said storage battery being electrically connected to saidelectric motor to drive said electric motor when said electric motor isconnected to said propelling means, whereby either said internalcombustion engine or said electric motor may be selectively operated topropel the vehicle and wherein the storage battery may be charged duringoperation of the internal combustion engine through the use of radiantenergy from the exhaust gases.
 2. The invention of claim 1 in which saidhousing includes ambient air passages in heat exchange relationship withsaid means for converting radiant energy into electrical energy.
 3. Theinvention of claim 2 including a plurality of generally parallel spacedbaffles within said housing creating a plurality of flow channelsarranged in a serpentine flow path for said exhaust gases, and aplurality of means for converting radiant energy into electrical energymounted adjacent to and along opposite sides of said channels.